US20100064689A1 - Aircraft - Google Patents
Aircraft Download PDFInfo
- Publication number
- US20100064689A1 US20100064689A1 US12/595,205 US59520508A US2010064689A1 US 20100064689 A1 US20100064689 A1 US 20100064689A1 US 59520508 A US59520508 A US 59520508A US 2010064689 A1 US2010064689 A1 US 2010064689A1
- Authority
- US
- United States
- Prior art keywords
- electric machine
- aircraft
- propeller
- internal combustion
- aircraft according
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 claims abstract description 40
- 230000005540 biological transmission Effects 0.000 claims description 5
- 238000002347 injection Methods 0.000 claims description 5
- 239000007924 injection Substances 0.000 claims description 5
- 230000009194 climbing Effects 0.000 claims description 4
- 238000004146 energy storage Methods 0.000 claims description 2
- 238000000034 method Methods 0.000 claims 3
- 239000000446 fuel Substances 0.000 description 3
- 238000012544 monitoring process Methods 0.000 description 3
- 239000007858 starting material Substances 0.000 description 3
- 230000002349 favourable effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plant in aircraft; Aircraft characterised thereby
- B64D27/02—Aircraft characterised by the type or position of power plant
- B64D27/24—Aircraft characterised by the type or position of power plant using steam, electricity, or spring force
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plant in aircraft; Aircraft characterised thereby
- B64D27/02—Aircraft characterised by the type or position of power plant
-
- B64D27/026—
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/10—Air crafts
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/60—Efficient propulsion technologies, e.g. for aircraft
Abstract
Description
- This invention relates to an aircraft, comprising an internal combustion engine by whose drive power a propeller can be driven.
- In airplanes driven by an internal combustion engine, gasoline engines, diesel engines or two-cycle engines mostly are used. In certain flight phases, these internal combustion engines are operated with increased power. The excess power produced thereby is required for instance during take-off of the aircraft or in the safety-critical climbing phase subsequent to take-off. The internal combustion engine, however, is operated with a particularly high rotational speed and load, whereby wear is increased superproportionally.
- In addition, airplanes are known, which are driven exclusively by an electric motor. DE 195 12 816 A1 proposes a glider with auxiliary motor which constitutes an electric motor, wherein the energy supply of the electric motor is ensured by a battery means arranged in the wings.
- When a conventional airplane with an internal combustion engine requires an increased drive power, it has been necessary so far to use an internal combustion engine of greater power. The resulting increase in weight, however, has led to higher requirements of the aircraft structure and hence to an increased total weight.
- Therefore, it is the problem underlying the invention to provide an aircraft which can provide an increased drive power, without the mass of the drive being significantly increased thereby.
- For the solution of this object in accordance with the invention, it is provided in an aircraft as mentioned above that the internal combustion engine cooperates with an electric machine, which in a first operating mode is operable as electric motor and in a second operating mode as electric generator.
- This invention is based on the knowledge that the electric motor can be combined with the electric machine to form a hybrid motor, in order to support the internal combustion engine and provide an increased drive power in certain operating conditions. Primarily, the electric machine merely is used during short flight phases, for instance during take-off or in climbing flight, and then supplies a safety-relevant excess of power. It is preferred that the additional drive power amounts to about 15% to 35%, preferably 20%, of the power of the internal combustion engine. However, the mass increase caused by the electric machine and possibly required further components lies distinctly below the mass increase during use of a more powerful internal combustion engine. When the additional power no longer is required, the electric machine is switched off or switched into the second operating mode and then acts as an electric generator. The electric machine is connected with at least one accumulator as energy storage device, which provides the energy required during operation as electric motor and can be charged in the second operating mode during operation as generator. Upon termination of the charging operation, the additional drive power can be retrieved again. This provides the advantage that in cruising flight the internal combustion engine is loaded more efficiently, whereby the fuel consumption is reduced due to a more favorable design of the internal combustion engine.
- Preferably, the aircraft of the invention includes two or more accumulators which are arranged in the wings. This provides a more favorable mass distribution of the aircraft, so that the aircraft structure can be designed lighter in weight, which in turn leads to a reduced power demand and a reduced fuel consumption.
- In the aircraft of the invention, another advantage is obtained when the at least one accumulator provides the energy for the on-board power supply of the aircraft. In this case, a separate accumulator can be omitted, whereby the mass of the aircraft is further reduced.
- In accordance with a development of the invention it can be provided that the electric machine is designed for starting the internal combustion engine. The electric machine then serves as starter generator, so that a separate electric motor as starter can be omitted, whereby a further reduction of the mass of the drive is obtained.
- In the aircraft of the invention, the electric machine can be connected with the crankshaft of the internal combustion engine rigidly or via a clutch. When a clutch is present, the electric machine particularly advantageously only is connected with the internal combustion engine when required, i.e. when the electric machine is operated as electric motor and provides the increased power, or alternatively when the electric machine is operated as generator and charges the accumulator. In all other flight conditions, the electric machine can be coupled out, so that it does not exert a load on the internal combustion engine. Configurations are conceivable, however, in which the electric machine is rigidly connected with the crankshaft of the internal combustion engine. The electric machine acts as an additional centrifugal mass, which with a suitable design leads to a smoother run of the internal combustion engine. Accordingly, additional centrifugal masses as used in conventional internal combustion engines can be omitted.
- In accordance with a first aspect of the invention it can be provided that the electric machine is arranged at the end of the crankshaft opposite to the propeller. In accordance with an alternative aspect, it can, however, also be provided that the electric machine is arranged on the crankshaft between propeller and internal combustion engine. Possibly, the electric machine can be coupled or capable of being coupled to the crankshaft via a propeller transmission or a separate transmission or via a belt drive.
- It is particularly preferred that the aircraft of the invention includes a control unit which controls a carburetor or an injection system of the internal combustion engine and a charging and power electronics for the electric machine. With the power electronics, the actuation of the electric machine is accomplished during operation as electric motor. The charging electronics additionally can include a device for monitoring the condition of the accumulator.
- A particularly simple operation of the aircraft of the invention is obtained when the control unit is operable by a control element preferably constituting a single-lever control. The pilot merely operates a power lever in a conventional way, whereas the control of the electric machine, in particular switching on or off the first operating mode as electric motor and switching on and off the second operating mode as generator is performed automatically by the control unit, in particular in dependence on the position of the control element, preferably of the power lever. Control and switching are effected automatically and hence without action of the pilot, whereby operating errors are excluded.
- The invention can be used in all aircrafts driven by an internal combustion engine, in particular in motor airplanes, ultralight aircrafts, trikes, motor gliders and gliders with auxiliary engine. In addition, it is also suitable for those aircrafts which are permitted as Light Sport Aircraft (LSA) or Very Light Aircraft (VLA).
- Further advantages and details of the invention will be explained by means of an embodiment with reference to the Figures. The Figures are schematic representations, in which:
-
FIG. 1 shows a block circuit diagram of the essential components of the drive of an aircraft of the invention; -
FIG. 2 shows a top view of an embodiment of an aircraft of the invention; and -
FIG. 3 shows a side view of the aircraft ofFIG. 2 . -
FIG. 1 shows the essential components of the drive of an aircraft of the invention. An internal combustion engine 1 is connected with apropeller 3 via a propeller transmission 2 in a conventional way. To the internal combustion engine 1, a carburetor 4 or alternatively an injection is connected; the supply with fuel is effected via atank 5. In the cockpit of the aircraft, apower lever 6 is provided, which is operated by the pilot depending on the power demand desired. Thepower lever 6 is connected to acontrol unit 7, which in turn is connected with the carburetor 4 or the injection. In dependence on the position of thepower lever 6, thecontrol unit 7 controls the operation of the internal combustion engine 1 by controlling the carburetor 4 or the injection. - In contrast to conventional internal combustion engines, an
electric machine 9 is connected to the end of thecrankshaft 8 schematically shown inFIG. 1 opposite to thepropeller 3. Connection is effected via a clutch not shown inFIG. 1 , so that theelectric machine 9 either is coupled with thecrankshaft 8 or is decoupled from the same. In a first operating mode, theelectric machine 9 can be operated as electric motor. It drives thecrankshaft 8, so that in general an increased drive power can be provided to thepropeller 3. When theelectric machine 9 is operated as electric motor, it receives the required energy from anaccumulator 10. InFIG. 1 , theaccumulator 10 merely is shown schematically; preferably, a plurality of accumulators are provided, with at least one accumulator being arranged in each wing. Theaccumulator 10 is connected to aunit 11 for monitoring the accumulator, which is connected with apower electronics 12 and acharging electronics 13. The above-mentionedcontrol unit 7 likewise is connected with thepower electronics 12 and thecharging electronics 13. - In the first operating mode, when the
electric machine 9 is operated as electric motor, the energy required by thepower electronics 12 is provided by theaccumulator 10. When theelectric machine 9 is operated as electric motor, the drive provides an increased peak power, without the internal combustion engine 1 being overloaded. This increased peak power is required for instance during take-off or during the safety-critical climbing phase. Subsequently, the pilot will choose a smaller power via thepower lever 6. Via thecontrol unit 7, the changed position of thepower lever 6 is registered, and theelectric machine 9 no longer is operated in the first operating mode as electric motor. The electric machine either is uncoupled from the internal combustion engine by means of the clutch arranged on thecrankshaft 8 or theelectric machine 9 is switched into the second operating mode, in which it is operated as electric generator. In operation as generator, theelectric machine 9 is driven by thecrankshaft 8 driven by the internal combustion engine 1. Charging of theaccumulator 10 is controlled via the chargingelectronics 13 and themeans 11 for monitoring the accumulator. When theaccumulator 10 has reached a defined charging condition, theelectric machine 9 can be switched off or be uncoupled from thecrankshaft 8. -
FIGS. 2 and 3 show theaircraft 14 in a top view and in a side view. As is shown best inFIG. 2 , anaccumulator 10 is located inside each wing before the wing spar beside thetanks 5. The internal combustion engine and theelectric machine 9 are located in the aircraft nose and drive thepropeller 3. Thepower electronics 12 and the chargingelectronics 13 are arranged in the vicinity of theelectric machine 9. Thepower lever 6 is located in the cockpit. - The
accumulator 10 also serves the on-board power supply of theaircraft 14. Theelectric machine 9 also serves for starting the internal combustion engine 1; a separate starter does not exist.
Claims (18)
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102007017332A DE102007017332A1 (en) | 2007-04-11 | 2007-04-11 | aircraft |
DE102007017332 | 2007-04-11 | ||
DE102007017332.8 | 2007-04-11 | ||
PCT/DE2008/000543 WO2008125077A1 (en) | 2007-04-11 | 2008-03-29 | Aircraft |
Publications (2)
Publication Number | Publication Date |
---|---|
US20100064689A1 true US20100064689A1 (en) | 2010-03-18 |
US8336814B2 US8336814B2 (en) | 2012-12-25 |
Family
ID=39560921
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US12/595,205 Active 2029-06-17 US8336814B2 (en) | 2007-04-11 | 2008-03-29 | Aircraft |
Country Status (8)
Country | Link |
---|---|
US (1) | US8336814B2 (en) |
EP (1) | EP2144811B1 (en) |
CN (1) | CN101674985B (en) |
AT (1) | ATE524382T1 (en) |
DE (1) | DE102007017332A1 (en) |
PL (1) | PL2144811T3 (en) |
SI (1) | SI2144811T1 (en) |
WO (1) | WO2008125077A1 (en) |
Cited By (20)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110121127A1 (en) * | 2009-11-26 | 2011-05-26 | Eurocopter | Power plant, a helicopter including such a power plant, and a method implemented by said power plant |
FR2961767A1 (en) * | 2010-06-24 | 2011-12-30 | Sagem Defense Securite | Method for managing electric circuit of e.g. helicopter, at stopping time of recharge of battery, involves controlling electric circuit to reduce or interrupt battery recharge when charge state of battery is greater than minimum threshold |
US20120025032A1 (en) * | 2010-07-08 | 2012-02-02 | Eurocopter | Electrical architecture for a rotary wing aircraft with a hybrid power plant |
US20140010652A1 (en) * | 2012-07-09 | 2014-01-09 | Mcmaster University | Hybrid powertrain system |
US20150115108A1 (en) * | 2013-10-28 | 2015-04-30 | The Boeing Company | Aircraft Electric Motor System |
US9038939B2 (en) | 2011-07-18 | 2015-05-26 | Airbus Helicopters | Method of controlling a group of engines, and an aircraft |
US9162771B2 (en) | 2012-07-12 | 2015-10-20 | Airbus Helicopters | Hybrid power supply architecture for supplying mechanical power to a rotor and managed from the on-board network of a rotorcraft |
US20160083104A1 (en) * | 2013-05-06 | 2016-03-24 | Sikorsky Aircraft Corporation | Supplemental power for reduction of prime mover |
US9548684B1 (en) | 2011-11-23 | 2017-01-17 | The Boeing Company | Current control in brushless DC motors |
US9643729B2 (en) | 2014-06-20 | 2017-05-09 | Electronair Llc | Energy cell regenerative system for electrically powered aircraft |
US20170145945A1 (en) * | 2011-10-05 | 2017-05-25 | Engineered Propulsion Systems, Inc. | Aero compression combustion drive assembly control system |
US9932118B2 (en) * | 2015-07-17 | 2018-04-03 | Hankuk Carbon Co., Ltd. | Vertical take-off and landing aircraft using hybrid electric propulsion system |
US20180118364A1 (en) * | 2016-11-03 | 2018-05-03 | The Boeing Company | System and method for augmenting a primary powerplant |
US10017266B2 (en) * | 2016-09-22 | 2018-07-10 | Top Flight Technologies, Inc. | Power generation and distribution for vehicle propulsion |
US20190047720A1 (en) * | 2017-08-14 | 2019-02-14 | Marinus Bernard Bosma | Parallel hybrid-electric aircraft engine |
US10787271B2 (en) | 2015-07-13 | 2020-09-29 | Rolls-Royce Deutschland Ltd & Co Kg | System for redundant supply of kinetic energy to drive system of aircraft |
WO2020208326A1 (en) * | 2019-04-11 | 2020-10-15 | Safran | Method and device for monitoring the hybridization of an aircraft |
US11428157B2 (en) | 2017-07-21 | 2022-08-30 | General Atomics Aeronautical Systems, Inc. | Enhanced aero diesel engine |
WO2023091559A1 (en) * | 2021-11-17 | 2023-05-25 | Verdego Aero, Inc. | Hybrid control system spanning multiple operation modes |
WO2023112034A1 (en) * | 2021-12-19 | 2023-06-22 | De Israeli Luca | Method for converting an airplane with thermic reaction propulsion motor to electrical reaction propulsion airplane and the electric airplane thereof |
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GB0903423D0 (en) * | 2009-03-02 | 2009-04-08 | Rolls Royce Plc | Variable drive gas turbine engine |
DE102010021022A1 (en) * | 2010-05-19 | 2011-11-24 | Eads Deutschland Gmbh | Flipper aircraft |
IT1404051B1 (en) * | 2011-02-08 | 2013-11-08 | Avio Spa | GROUP FOR POWER GENERATION ON BOARD OF A AIRCRAFT. |
DE102011105880B4 (en) | 2011-06-14 | 2014-05-08 | Eads Deutschland Gmbh | Electric drive device for an aircraft |
DE102012209803A1 (en) | 2012-06-12 | 2013-12-12 | Siemens Aktiengesellschaft | Method for providing a predetermined drive characteristic in an aircraft and associated drive device |
DE102012209807A1 (en) * | 2012-06-12 | 2013-12-12 | Siemens Aktiengesellschaft | Airplane and method for manufacturing an aircraft |
FR2997382B1 (en) | 2012-10-29 | 2014-11-21 | Eurocopter France | METHOD FOR MANAGING AN ENGINE FAILURE ON A MULTI-ENGINE AIRCRAFT PROVIDED WITH A HYBRID POWER PLANT |
ES2500015B1 (en) * | 2013-02-28 | 2015-06-23 | Axter Aerospace S.L. | Electric auxiliary power system for piston engine aircraft |
DE102015105787A1 (en) | 2015-04-15 | 2016-10-20 | Johann Schwöller | Electric drive for an aircraft and hybrid system for an aircraft |
DE102015209673A1 (en) * | 2015-05-27 | 2016-12-01 | Siemens Aktiengesellschaft | Drive unit for an aircraft, aircraft with a drive unit and use of a double coil actuator motor |
CN105752303A (en) * | 2015-12-29 | 2016-07-13 | 深圳前海联合邮轮有限公司 | Method for assisting short takeoff of fixed wing aircraft and ship form |
CN105799941B (en) * | 2016-03-25 | 2018-11-20 | 广州市香港科大霍英东研究院 | A kind of small-sized oil electric mixed dynamic system and its control method suitable for unmanned plane |
DE202017103131U1 (en) | 2017-05-23 | 2018-08-24 | ENGIRO GmbH | Aircraft with at least one range extender |
FR3079819B1 (en) * | 2018-04-10 | 2022-03-11 | Safran | ELECTRICAL SUPPLY OF NON-PROPULSION EQUIPMENT OF AN AIRCRAFT |
FR3080608B1 (en) | 2018-04-26 | 2022-12-23 | Safran | HYBRID PROPULSION SYSTEM FOR AN AIRCRAFT |
GB201811294D0 (en) * | 2018-07-10 | 2018-08-29 | Rolls Royce Plc | Hybrid electric aircraft |
US11097849B2 (en) | 2018-09-10 | 2021-08-24 | General Electric Company | Aircraft having an aft engine |
FR3087421B1 (en) * | 2018-10-17 | 2022-03-04 | Voltaero | MACHINE COMPRISING A HYBRID POWERTRAIN AND CORRESPONDING METHOD OF CONTROL |
US11713129B2 (en) | 2019-03-01 | 2023-08-01 | Pratt & Whitney Canada Corp. | Normal mode operation of hybrid electric propulsion systems |
EP3931102A4 (en) | 2019-03-01 | 2022-11-16 | Pratt & Whitney Canada Corp. | Indicators for hybrid electrical powerplants |
WO2020219111A1 (en) | 2019-04-25 | 2020-10-29 | United Technologies Corporation | Control systems for hybrid electric powerplants |
GB201906526D0 (en) * | 2019-05-09 | 2019-06-26 | Rolls Royce Plc | Hybrid electric aircraft propulsion system |
US11794917B2 (en) | 2020-05-15 | 2023-10-24 | Pratt & Whitney Canada Corp. | Parallel control loops for hybrid electric aircraft |
US11958622B2 (en) | 2020-05-15 | 2024-04-16 | Pratt & Whitney Canada Corp. | Protection functions |
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-
2007
- 2007-04-11 DE DE102007017332A patent/DE102007017332A1/en not_active Ceased
-
2008
- 2008-03-29 EP EP08748717A patent/EP2144811B1/en not_active Not-in-force
- 2008-03-29 SI SI200830436T patent/SI2144811T1/en unknown
- 2008-03-29 US US12/595,205 patent/US8336814B2/en active Active
- 2008-03-29 WO PCT/DE2008/000543 patent/WO2008125077A1/en active Application Filing
- 2008-03-29 CN CN2008800117179A patent/CN101674985B/en not_active Expired - Fee Related
- 2008-03-29 AT AT08748717T patent/ATE524382T1/en active
- 2008-03-29 PL PL08748717T patent/PL2144811T3/en unknown
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US1851857A (en) * | 1931-04-04 | 1932-03-29 | Marney Arthur | Aeroplane |
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US5480107A (en) * | 1994-04-11 | 1996-01-02 | Bacon; Richard J. | 3x multi-engine jet configuration |
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US7922117B2 (en) * | 2004-08-30 | 2011-04-12 | Hamilton Sundstrand Corporation | Primary panel and motor controller integration for aircraft power distribution system |
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Also Published As
Publication number | Publication date |
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SI2144811T1 (en) | 2011-12-30 |
WO2008125077A1 (en) | 2008-10-23 |
US8336814B2 (en) | 2012-12-25 |
ATE524382T1 (en) | 2011-09-15 |
EP2144811B1 (en) | 2011-09-14 |
DE102007017332A1 (en) | 2008-10-16 |
PL2144811T3 (en) | 2012-04-30 |
EP2144811A1 (en) | 2010-01-20 |
CN101674985A (en) | 2010-03-17 |
CN101674985B (en) | 2013-03-06 |
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